TRA Response to Devon County Council Draft Local Transport Plan November 2010

LTP_2010 Final.pdf

TRA Aspirations for New Greater Western Franchise 2013

aspirations final 1.pdf

With the challenge of a new,longer, Greater Western Franchise due to start during 2013, the TRA have produced the following document to advise potential bidders, and the Department for Transport of the current situation on the Tarka line in respect of facilites and services, and what our aspirations are for the new franchise.

Nov 2011

Consultation with DfT on the New Greater Western Franchise

In December 2011 the Department for Transport issued a replacement consultation document on the new Greater Western Franchise due to commence in 2013. Appendix 1 of the document was a series of questions that respondents to the consultation were encouraged to answer, and accordingly TRA’s answers have been submitted and these can be found below. The consultation document may be accessed from the DfT here.

TRA’s answers are numbered to match the questions in Appendix 1 of the DfT document.

Jan 2012

TARKA RAIL ASSOCIATION RESPONSE TO DfT CONSULTATION-2.pdf

In October 2014 Network Rail issued its draft of the Western Route Study, which covers
our area, for consultation and is available for download here.

This is the Association’s response to that study:

RESPONSE TO THE CONSULTATION BY THE TARKA RAIL ASSOCIATION

1 INTRODUCTION

1.1 This document focuses on the train service on the Exeter – Barnstaple railway
line but having regard also to future proposed destinations based upon the timescales
identified in the study and also wider issues where they have a direct or indirect
influence on the line. The first part examines the infrastructure of the line. The
second part looks at rolling stock and the service that will be required to meet
passenger demand over the next 25 – 30 years.

1.2 In preparing this response, we have had regard to the very comprehensive and
helpful Study and are very pleased to have the opportunity to comment. We have previously
submitted a copy of our Strategy for the Line and this is now being reviewed contemporaneously
with the Study. We have also been engaged with First Great Western (FGW) in discussing
the future within the context of the forthcoming Direct Award Franchise which will
cover the period up to the rolling stock cascade and which is absolutely key to the
continued success of the Tarka Line.

2 INFRASTRUCTURE

2.1 The main issues which need to be addressed are:

a) Line speeds

b) Level crossings

c) Operational flexibility

d) Stations

e) Car parking

f) Resolving longer term capacity issues.

2.2 Line Speed: There has been a considerable investment in track renewals in recent
years and we are very pleased to learn that FGW and NR are examining how the benefits
of this can be maximised through increased line speeds. However, there remain a
number of constraints where relatively minor expenditure could have significant benefits
in the short term. These are Penstone Bridges (to the south of Copplestone) which
require a 55mph limit in the middle of an otherwise 70mph section, and at Kings Nympton
Station where a considerable speed enhancement could be gained through the building
out of a short length of platform and the consequent straightening of the track alignment.

2.3 Level Crossings: There are three public level crossings and numerous occupational
crossings. The latter have or will have telephone links to Crediton Box (Didcot
Signalling Centre in due course). Of the other three, we would yet again ask for
the crossing procedure at Eggesford to be speeded up. Network Rail should review
how the procedure may be improved through the adoption of a more modern technological
solution. We are very disappointed to understand that the renewal of Salmon Pool
and Umberleigh crossings has been deferred until 2017 as the first of these in particular
will assist in achieving increased line speed.

2.4 Operational flexibility: Experience shows that the ability to have two trains
north of Eggesford would bring enormous benefits primarily through the provision
of a “lock in” facility at Barnstaple (for which TRA continue to offer to purchase
a token instrument). These include greater operational flexibility and enabling
occasional excursion trains with consequent economic benefits for the area, and could
facilitate freight operations should this become needed in the future.

2.5 Stations: The Study assumes that by the end of CP5 all trains will be three car.
We firmly believe, based on growth trends, that three car trains will be needed
as soon as the rolling stock cascades starts to be implemented as there is clear
evidence that current capacity constraints are contributing to a lower rate of growth
than hitherto. This will require the platforms at Eggesford to be lengthened. However,
there is no doubt that four car trains will be required in CP6 and so it makes economic
sense to extend the platforms here (and, where necessary, at any other railhead station)
are to four car length. Another issue relates to “Harrington Humps”. Where two
car trains are the norm, the humps work well in that passengers can be reasonably
certain as to which door to use to exit a train. When three or four car trains are
operated, this is not the case and so the length of the humps need to be reviewed
as train lengths increase.

2.6 Car Parking: Although provision of car parking is not normally a NR responsibility,
the land so used normally is. There is an urgent need for car parking to be provided
at two railhead stations – Eggesford and Copplestone. In the case of the former,
the land owner of the former goods yard is not opposed to car parking but has not
so far been able to agree terms with Devon County Council. The Council have also
identified the need and a site for car parking at Copplestone. In this latter case,
car parking provision would enable the Morchard Road stop to be omitted from most
train services.

2.7 Resolving longer term capacity issues: Our own studies have shown a likely trebling
in passenger numbers from 600,000 to 1.8m by the end of CP6 in 2025. This takes
into account housing and economic growth in mid and, more particularly, north Devon
in the same period. Our Strategy proposes additional passing loops at Copplestone
and in the vicinity of Portsmouth Arms to accommodate a more frequent two trains/hour
service beyond 2025 and so the planning process should start in CP6. If the feasibility
study favours the Crediton – Okehampton – Tavistock – Plymouth line as the diversionary
route for seawall services, (and which TRA supports), then this will clearly create
additional capacity for the Tarka Line, the implications of which would need to be
carefully considered in respect of both routes.

3 SERVICES & ROLLING STOCK

3.1 Service development: We see a regular hourly service, seven days a week with
late evening trains on Fridays (as now) and Saturdays as being necessary as soon
as possible but, as mentioned above, trains of three car length by 2017 and four
car length by 2020/1 with a more frequent service (or six or eight car trains) from
2025. These are justified given the very high levels of overcrowding that occur
on many services already, especially in the summer and during school holiday periods
and further evidence can be provided if required. There needs to be an earlier Monday
- Friday up train to give a connection to a London train arriving in the capital
at or before 0900. On Sundays an earlier train is required and also the frequency
will eventually need to be increased from two-hourly to hourly.

3.2 The Devon Metro proposes separating the Tarka Line service from the Exmouth –
Paignton circuit where, we understand, half hourly trains are to operate from 2017/8.
The Study does mention extending Tarka Line trains to Honiton or Axminster and
this is something we fully support, not least as we see this as the first step in
achieving a long term objective of having some trains operating throughout to and
from London. However, at present the constraint is that there is only one path every
two hours which would not be available when the route is being used for diverted
FGW trains. Therefore, we urge NR to undertake the construction of an additional
passing loop in the vicinity of Whimple as soon as possible.

3.3 Rolling stock: The most suitable type of rolling stock for a Barnstaple – Axminster
service would be Class 158 as it would offer a suitable ambience for these medium
distance journeys. Also, such trains have almost identical operating characteristics
as the Class 159s operated by SWT which as well as similar speed and acceleration
also have the added advantage of being able to couple together in the event of a
failure. Therefore, in considering platform extension works and line speeds, regard
should be had to the length and weight of these trains.

4 CONCLUSION

4.1 There are many positive aspects, but given the current restrictions in capacity,
speed and operational flexibility, they need implementing sooner rather than later.

John Phillips Philip Shelton Alan Clark

Chairman Research Officer Stations Officer

January 2015

Consultation with Network Rail on the Western Route Study

In November 2015 the Department for Transport issued its stakeholder consultation
document for the prospective South Western Rail Franchise.

The Association has formulated a response and this has been submitted to them.

TRA Response to Department of Transport South Western Rail Franchise consultation of November 2015

Tarka Rail Association SW franchise submission.pdf

In April 2016 the Association issued its revised and updated strategy document for
the Exeter to Barnstaple line reviewing the points made in the original document
from 2013 and making a structured case for improvements in the period 2016 to 2025.